The line reopened as planned just two months later, on 4 April 2014. Seven years on, a new sea wall that is being built by Network Rail is proving to be effective at protecting the railway and town from rising sea levels and extreme weather. See a resilient railway for the next hundred years in short video.
On 8 February 2014 both lines to Taunton from the east were also closed by flooding whilst Whiteball Tunnel was already closed for maintenance, and the South-Western line to Exeter was closed by a landslip at Crewkerne. These left Exeter (pop.131k) and Taunton (pop.70k) totally isolated. The lines were all reopened by 10 March 2014.
The economy of the South-West cannot afford to be cut off for long periods of time again in future. In November 2012 Railfuture published Railway Flooding in Devon: Observations & Recommendations, which can be viewed or downloaded. These recommendations have yet to be actioned. At our Taunton conference in June 2013, the speaker John Dora of John Dora Consulting, a former Network Rail engineer, warned about environmental problems and referred particularly to the sea wall. A study published in the Journal of Transport Geography in December 2015 claimed that rail services to and from the South West of England could be disrupted for more than ten per cent of each year by 2040 and almost a third by 2100.
When the damage had been repaired, Railfuture called for:
- A stakeholder conference to agree levels of service required in normal operation and during weather disruption or planned work
- DfT to commission Network Rail to design and plan additional routes to achieve levels of service and promote economic growth
- DfT to commit funding to implement a faster, continuously available rail link with the South-West within a decade.
The South West Peninsula Rail Task Force gave the Government its three-point plan for improving the rail lines in Somerset, Devon and Cornwall to support economic growth. It asked for:
- Greater capacity and comfort (newer rolling stock)
- Faster journey times and better connectivity (electrification)
- Resilience and reliability (reinforcement of the existing route, a Dawlish Avoiding Line and reopening of the northern route via Okehampton).
The Destination Okehampton group of local councils has been pressing for the northern route to provide resilience and promote economic growth in the area, and received support from transport ministers. A fully dual-track northern route with brand new Meldon Viaduct was quoted by the Network Rail study at £875m. However, another feasibility study being undertaken will look at whether a single line with long dynamic loops can perform as well, and also whether the existing Meldon viaduct is usable. Railfuture’s work in progress suggests that a partially single-track route could still give 4 train paths each way per hour, two for timetabled stopping services and two closely following for diversionary or other trains. There were reports of Network Rail personnel at Meldon Viaduct and also at Sourton, which is close to the junction of the A30 and A386, one possible location for a parkway station serving North Cornwall.
The first priority for the South-West must be to ensure that connectivity is maintained, both for Plymouth (pop.262k) and the large number of communities between Exeter (pop.131k) and Newton Abbot (pop.26k). Therefore Railfuture consider that the sequence in which enhancements are implemented should be:
- Strengthen the existing route.
- Reinstate the Okehampton line, for the following reasons:
- We believe that a city the size of Plymouth, and of its strategic significance, should not depend on a single route to connect it to the national network. No other city in England of this size and importance is constrained in this way. Plymouth lost £600k per day when the Dawlish route was closed. Devon and Cornwall lost up to £1.2bn in total.
- Apart from the risk of damage to the coastal section of the line, line possessions for routine maintenance and renewals, and indeed for the major task of electrification, require an alternative for Plymouth and for Cornwall. Reliance on buses and coaches for this task is no longer appropriate and, indeed, becomes increasingly difficult as the number of passengers using the railway increases.
- The northern route could provide access to a wide area of West Devon and North Cornwall, which is today a very ‘transport poor’ area. The existing station at Okehampton (pop.7.5k) and the proposed one at Tavistock (pop.13k) could be supplemented by one or more stations to enable interchange from the A30, which would also take pressure of the stations and car parks at Exeter St. David’s and Tiverton Parkway.
- Improved access would support economic growth in West Devon and North Cornwall - Torridge District has the lowest average wages of any area in England. The economies of Exeter and Plymouth would also benefit.
- The line would also bring external benefits in terms of reducing road congestion in both Exeter and Plymouth by providing rail access, which currently does not exist in these corridors.
- an additional, more easily graded route for freight which would ease pressure on capacity of the line between Exeter and Newton Abbot.
- This route would provide the resilience required for less than the cost of a Dawlish Avoiding Line, with only a marginal increase in journey time.
- Although the route might be built incrementally, first by providing a regular Exeter-Okehampton service, due to commence by the end of 2021, then reopening Bere Alston - Tavistock, ideally the full diversionary route should be available before potentially disruptive work commences on the cliff section of the existing Plymouth main line between Dawlish and Teignmouth.
- Reduce journey times: a London – Plymouth sub-three-hour headline journey time should be achievable with relatively few interventions, for example line speed improvements and electrification.
Dawlish sea wall second section nears completion following successful installation of concrete wall panels.
May 2021: Teignmouth District Council approves plans for extension of rockfall shelter.
March 2021: DfT commits £37m towards Network Rail plans to build 209m long extension to rockfall shelter north of Parsons Tunnel between Dawlish and Holcombe.
February 2021: Network Rail submits plans to Teignbridge District Council to extend an existing rockfall shelter over the railway line between Dawlish and Holcombe, north of Parsons Tunnel.
November 2020: work begins on second section of new Dawlish sea wall.
October 2020: Following public consultation, resilience plans for Parson's Tunnel-Teignmouth to be refined.
September 2020: Investing in resilient infrastructure - official opening of first section of Dawlish sea wall helping protect vital rail link to the South West.
August 2020: Teignbridge District Council approved Network Rail’s plans for remaining section of new sea wall at Dawlish, between Coastguards and Colonnade breakwaters.
July 2020: Network Rail marks completion of the new sea wall's first section. A review of works, one year on.
May 2020 Network Rail unveils plans for the new sea wall's second section, formally submitted in June.
January 2020 The Parson’s Tunnel to Teignmouth Resilience Project, part of the South West Rail Resilience Programme, is announced.
June-September 2019 Work begins! After a break for the summer holiday season works restart in September.
February 2019 Network Rail features Dawlish five years on, including three videos in Dawlish five years on and images of a new sea wall.
October 2018 Start of immediate repairs in November - when more bad weather struck.
November 2016 Government announces £10 million funding for rail resilience in the South West.